Robert Novell Year in Review 2011

Home , Jack Frye, Pan Am Flight 759, Trump Shuttle, US Airways Shuttle

Table of Contents

1. A Brief History of United Airlines 3

2. A Brief History of TWA Airlines 40

3. A Brief History of Eastern Airlines 74

4. Closing Thoughts 116

Part One

United Airlines before the Deregulation Act of 1938

United Airlines officially began airline operations in 1926 as a mail carrier. It was also the first fare- paying airline to fly customers from coast to coast in the United States, and by 1930, had introduced the concept of an airline stewardess. The airline soon became one of the “Big Four” contenders in the U.S. and continues to be one of America’s major airlines. It was founded in Boise, Idaho.

United Airlines was originally formed as a partnership between Boeing Airplane Company and Pratt & Whitney. It was overseen by the United Aircraft and Transport Corporation and United Air Lines was actually an operating division that was established on July 1, 1931. United’s slogan was the “World’s Largest Air Transport System”. The four transport divisions of the United Aircraft and Transportation Corporation had now become United Airlines.

When the Air Mail Act of 1934 broke up all of the aviation holding companies in the United States, the United Aircraft and Transport Corporation was broken up into Boeing, United Aircraft and United Air Lines. It was at this time that United Airlines began offering coast-to-coast service from New York to San Francisco and Los Angeles. Within four months of the beginning coast-to-coast operations, United Air Lines was making as many as 11 round trips every day between Chicago and New York.

United’s new president, William A. Patterson, was hired to start fresh with more airmail contracts. As it expanded its early route system, it also turned four of its major cities into hubs – Chicago, San Francisco, New York City and San Francisco. These four cities are still the airline’s principal hubs today.

On October 11, 1933, a United Boeing 247 exploded in mid-air and crashed somewhere near Chesterton, Indiana. All seven people onboard were killed during the explosion and investigators reported that it was caused by a nitroglycerin bomb that detonated in the baggage hold. This event officially became known as the United Airlines Chesterton Crash and is the first proven case of air sabotage in commercial aviation history. The transcontinental flight was carrying three crew members and just four passengers with a final destination in Oakland, California. It departed from Newark, New Jersey on October 10, 1933 and was heading to Chicago when it exploded. No one was ever charged or identified in the incident, and it remains an unsolved mystery.

https://hangar47.com/Boeing_247~Wms.html

The Deregulation Act of 1938 was initiated by Congress to protect the public interest and ensure that airlines could compete fairly for various routes. New airlines had to obtain a certificate through the Civil Aeronautics Board before they were permitted to offer flights between certain cities. United Airlines was already relatively well-established by this time, and continued to expand and grow at a steady rate unaffected by the legislative changes.

Next week we continue our series but until then take care and fly safe.

Robert Novell

January 07, 2011

Part Two

The Ads Tell a Story

This week we continue our series on UA but this week we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

Next week we continue our series on United Airlines but I will return to our story and fill in a few more blanks about their history. I hope you will enjoy this look back in time and as always take a few minutes each day to reflect back on your roots as an aviator and help me identify what we as “Gatekeepers of the Third Dimension” need to do to protect our profession.

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

January 14, 2011

Part Three

United Airlines during World War II

By 1940, United Airlines became the first airline to provide cargo flights. It had also recently opened the first U.S. flight kitchen to provide in-flight meal service, and it soon became known as the airline that offered a new level of customer service.

United Airlines Route Map in 1940

http://en.wikipedia.org/wiki/File:UAL_Route_Map_1940.jpg

During World War II, many United-trained ground crew members and employees were flying bomber planes and supporting various mail efforts. The war prompted many new technology developments for the aviation industry, and United was able to adopt many of these technologies shortly after the war. Most of the airlines, including United Airlines, were well-prepared for the war effort and mobilized many aircraft, supplies, and equipment relatively quickly.

The Air Transport Command (ATC) formed in 1942 to coordinate the transport of aircraft, equipment, and cargo across the United States, and to deploy cargo, aircraft and personnel around the world. Demand for consumer air travel dissipated during World War II and United, like many other airlines, was fully focused on the war effort.

Most aircraft flew more than 80 percent full during the war and the military requisitioned approximately 200 of the United States’ 360 airliners, including United’s aircraft.

World War II did revive the airline industry in many ways. Major airlines, including United, had moved away from carrying postal mail and developed new networks that would carry casual flyers, as well as military personnel and cargo. Airlines in the Allied countries were free of lease contracts to the military and saw an explosive increase in demand for civil air transport shortly after World War II was over. Many airlines invested in new aircraft including the Douglas DC-6 and the Lockheed Constellation. These planes were pressurized and were designed like the American bomber planes used during the war.

This transition led United and other airlines into a period known as the Jet Age--- Next week we will continue our series but until then please take care and fly safe

Robert Novell

January 21, 2011

The Ads Tell a Story

Part Four

This week we continue our series on UA but this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

I hope you will enjoy this look back in time and as always take a few minutes each day to reflect back on your roots as an aviator and help me identify what we as “Gatekeepers of the Third Dimension” need to do to protect our profession.

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

January 28, 2011

Part Five

United Airlines during the Jet Age

The Jet Age is the time period right after World War II when major airlines began introducing high- powered, turbine engine planes into their fleet. These planes were capable of flying much faster, higher and farther than piston-powered aircraft and could easily make transcontinental and intercontinental flights with few delays. Still, United Airlines entered the Jet Age much later than other airlines. This was because United was an early customer of the Douglas DC-8 which was released several months after the Boeing 707 that was adopted by many other major airlines.

Still, United maintained many of its early routes operating in and around the West Coast, Midwest and Mid-Atlantic States. It also managed several transcontinental flights through Denver, Colorado. Denver continues to be of United’s major hubs t this day.

United Airlines continued to grow and expand, and would continue competing with other major airlines through the Jet Age. In 1951, the airline ordered 30 twin-engine Convair-Liner 340s for $16.5 million and later increased its order to 55. It was soon operating DC-4 Mainliners that would be able to fly coast-to- coast in just 14 hours.

In 1953, United Airlines, and RCA, developed airborne radar for weather mapping. In October 25, 1955, United placed its first order for the Douglas DC-8s jet aircraft for a total of $17 million.

http://en.wikipedia.org/wiki/File:6609-UAL-DC-6-NorthRampStapletonDEN.jpg)

Another catastrophic incident took place on November 1, 1955. United Airlines Flight 629 was flying from Stapleton Airport in Denver to Portland, Oregon but exploded en route from a bomb that was planted on the plane, killing everyone on board. This tragic event was not a mystery. A man named Jack Graham was found guilty of bombing the plane and was executed a year after the incident.

In June 1961, the airline merged with Capital Airlines to create what was then the world’s largest airline. It then moved its headquarters from Chicago’s Midway Airport to Chicago O’Hare Airport.

As the airline continued to grow and expand, it developed a strong brand presence and began running some fresh and new advertising campaigns. By December 1964, the airline became the first domestic carrier to have a fully automatic, all-weather landing system. This improved operations significantly and set the airline apart from the competition. In October 1965, the airline launched the famous “Fly the Friendly Skies’ advertising campaign.

In 1969, United Airlines became a subsidiary of a new holding company UAL, Inc. UAL soon acquired Western International Hotels, (later to become Westin Hotels).

http://en.wikipedia.org/wiki/File:United_747old.jpg)

Until next week please take care and fly safe.

Robert Novell

February 04, 2011

Part Six

The Ads Tell a Story

This week we continue our series on UA but this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

February 11, 2011

Part Seven

1978 Airline Deregulation and the Future of United Airlines

The 1978 Airline Deregulation Act affected all of the major airlines in a negative way, including United. Economic trouble and labor problems left United with few resources and the airline experienced a high turnover of senior management through the 70s and 80s. Still, it pressed on.

http://en.wikipedia.org/wiki/File:N775UA.jpg)

When American Airlines introduced its Advantage frequent flier program in 1981, United launched its Mileage Plus program – just a week later. United and American became very competitive and continue to be the primary competitors in the United States market to this day.

By 1984, United Airlines was the first airline to serve all 50 states. It had introduces service to several new destinations, including Atlanta, Memphis, Nashville, Fargo, Little Rock, Casper, Charleston and Jackson.

On May 17, 1985, United’s pilots went on a 29-day strike claiming that the CEO was trying to break up the unions. CEO Richard Ferris attempted to assuage the problem by offering a word-for-word contract that matched American Airlines B-scale pilot pay rate. This ended up being much more generous than American’s pay rates and the issue was resolved in an effort to avoid a strike.

In 1988, United set a new world record, flying a two-stop, around-the-world flight to raise money for the Friendship Foundation. This ended up being the fastest recorded flight around the globe but the record was broken by a Gulfstream IV business jet just a month later.

During the 1990s, United continued to expand rapidly and the decline of Pan American World Airways strengthened United’s position. United was able to purchase many of Pan Am’s routes to London Heathrow Airport and obtained rights to fly from Heathrow to Chicago. Increased competition with low- cost carriers led to some losses in the early 90s, but United continued to grow at a slower pace.

http://en.wikipedia.org/wiki/File:UA747-400_economy_2006.JPG

In 1997, United co-founded the Star Alliance group with Air Canada, Thai Airways, Scandinavian Airlines and Lufthansa. It also opened a major hub in Los Angeles that same year. The airline announced plans to acquire US Airways in May 2000. At the time, US Airways was valued at $11.6 billion. However, the merger was considered to be a violation of antitrust laws so United withdrew the offer.

Even though United experienced a boom during the dot-com era, it lost $2,137 million in revenue during this same time period and had to apply for a $1.5 billion loan guarantee from the federal Air Transportation Stabilization Board. Its application was rejected and the company was forced to file Chapter 11 against bankruptcy in December 2002.

Still, United Airlines maintains operations to this day and is working its way through bankruptcy. It has invested in new projects and continues to compete with low-cost carriers and some of the major airlines. It has cut its flight capacity and has increased fares over the years, especially to overseas destinations.

Until next week please take care and fly safe.

Robert Novell

February 18, 2011

Part Eight

The Ads Tell a Story

This week we continue our series on UA but this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

Next week we begin a new series on TWA and Howard Hughes and once again will present a four part series on one of the “Big Four”. I hope you will enjoy this look back in time and as always take a few minutes each day to reflect back on your roots as an aviator and help me identify what we as “Gatekeepers of the Third Dimension” need to do to protect our profession.

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

February 25, 2011

Transcontinental and Western Air, Inc

Howard Hughes and TWA Part One

Standard Airlines---the Beginning of TWA

www.paulrichtertwalegend.com

Standard Airlines, which was a business venture of the Aero Corporation of California, began scheduled service in 1929 using a single Fokker aircraft operating between Los Angeles and Phoenix three times a week. This venture in air transportation was the brain child of three men---Paul Richter, Jack Frye, and Walter Hamilton. These three men are now referred to as the “Three Musketeers of Aviation” and would be the guiding force at TWA until the Howard Hughes Era.

After Standard Airlines proved they could make the concept work they were several mergers and buy outs that took place to move them into the era of the TWA as we know it today. The first was when Standard Airlines was acquired by Western Air Express in 1930. It is said that Pop Hanshue, President of Western Air Express, liked the promising growth he saw at Standard as well as their perfect safety record. The next event that shaped TWA occurred in 1930 when the government forced a merger of

Transcontinental Air Transport and Western Air Express, the new company was called Transcontinental and Western Air. This is the beginning of the TWA brand.

During the course of two short years a major brand was born. However, there was an additional event that occurred in 1931 that would accelerate TWA forward and change the complexion of aviation forever. This event was the birth of the DC-3, the greatest airplane of all time, and this occurred because TWA lost a Fokker F-10A in a crash. As a result, the President of TWA requested that Jack Frye write the specifications for a new airplane and submit those to the major aircraft manufacturers. Donald Douglas accepted the assignment and the result was the DC-1.

www.paulrichtertwalegend.com

TWA was known as the airline built by flyers and was marketed that way. They took the lead in aircraft development, upgraded service in the cabin, and expanded route service to meet the needs of the traveling public. Gone but not forgotten, TWA made aviation what it is today.

Next week, we continue the series on TWA and until then take care and fly safe.

Robert Novell

March 04, 2011

P.S. Interesting piece of history borrowed from the Paul Richtert web side. Worth a visit by one and all--- lots of history here.

www.paulrichtertwalegend.com

Transcontinental and Western Air, Inc.

The Ads Tell a Story

Part Two

This week we continue our series on TWA but this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

Next week we continue our series on TWA but I will return to our story and fill in a few more blanks about their history. I hope you will enjoy this look back in time and as always take a few minutes each day to reflect back on your roots as an aviator and help me identify what we as “Gatekeepers of the Third Dimension” need to do to protect our profession.

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

March 11, 2011

Transcontinental and Western Air, Inc

Howard Hughes and TWA Part Three

Howard Hughes the Man

Howard Hughes (Howard Robard Hughes Jr.) was born in 1905 and died in 1976. His life was controversial, to say the least, and his obsessive-compulsive disorder destroyed his life in later years. It is hard to believe that he had any and all advantages of life available to him but couldn’t make it work. I think money can’t always buy happiness but it can give you a good ride for awhile.

Mr. Hughes was born in Houston and raised by his Mother. His father was a wealthy industrialist but it is my belief that there was very little contact between him and his father, and it was in fact his mother’s constant hovering over Mr. Hughes that may have been the source of his problems. However, I am sure she thought that she was helping him and not hurting him, but history tells a different tale.

As an aviator, engineer, industrialist, and film producer, he did at all. His success as a film producer was limited but all other avenues seemed to work. Mr. Hughes set multiple speed records. He built the H-1 Racer and the H-4, the H-4 is the Spruce Goose, and of course bought TWA and expanded their horizons. It should be noted that it was Jack Frye (see Part One of this series) who solicited the help of Mr. Hughes. Mr. Hughes responded by quietly buying up TWA stock until he had a controlling interest. Another point of interest about Mr. Hughes and aviation is that he suffered from tinnitus and the only place he found relief was in an airplane flying.

Mr. Hughes was considered a savior when he took over TWA in 1939, but before he was finished and gave up control of the airline in 1960, he had all but destroyed any hope that TWA could compete because he had kept them out of the jet age and allowed Pan Am, American, United, and others to set the standards while they continued to fly the Constellation. Carl Icahn would later finish the job but make no mistake. Mr. Hughes crippled the “Flyers Airline” and destroyed a brand that is gone but not forgotten.

Next week, we continue the series on TWA and until then take care and fly safe.

Robert Novell

March 18, 2011

Transcontinental and Western Air, Inc.

Part Four

The Ads Tell a Story

This week we continue our series on TWA but this week we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

March 25, 2011

Transcontinental and Western Air, Inc

Howard Hughes and TWA Part Five

The Lockheed Constellation

The Connie, a nickname for the Constellation, was designed in 1939 to meet TWA’s specifications for a long-range commercial transport. However, we all know now that this was a Howard Hughes airplane designed to meet his needs and specifications. The development of the Connie was done in complete secrecy, which was demanded by Mr. Hughes, with Kelly Johnson being the lead aerodynamicist for Lockheed. An interesting footnote for Kelly Johnson is that he later ran the “Skunk Works” for Lockheed where they developed the U-2 and the SR-71.

The design called for an airplane capable of carrying 20 passengers in sleeping berths, or 44 in a normal seating configuration, 6000 pounds of cargo, and cruise at speeds of 250-300 MPH at twenty thousand feet. The new design was designated Model-049 and flew its first flight in January of 1943, but because of the ongoing war TWA, nor Pan AM, received the aircraft they had ordered because they were pressed into military service and not released back to Lockheed until 1946.

In April of 1944 Jack Frye and Howard Hughes flew the prototype Connie from Burbank to Washington, DC for a select group of Generals to inspect. The flight made the trip in record time, six hours and fifty eight minutes, and as it taxied past the waiting newsreel cameras the Generals turned red with rage. Mr. Hughes had decided to paint the airplane in the red and white colors of TWA and not in the olive drab color of the Army Air Forces. The obvious problem with this was that Mr. Hughes did not own the airplane.

The Connie proved to be a winner for TWA and allowed them to take the lead nationally and internationally for some time, but things would change with the introduction of the Boeing 707 and the Convair series. TWA would continue to fly the Connie well into the jet age and this gave Pan Am, United, American, and others. This was an advantage that TWA would never recover from.

Next week we continue the series on TWA. We will be talking about Carl Icahn, and how he finished the job that Howard Hughes started and broke the back of “The Flyers Airline.” Until then take care and fly safe.

Robert Novell

April 01, 2011

Transcontinental and Western A ir, Inc.

Part Six

The Ads Tell a Story

This week we continue our series on TWA but this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

April 08, 2011

Transcontinental and Western Air, Inc

Howard Hughes and TWA Part Seven

Carl Icahn and TWA

In 1983 TW Corp. decided to spin off the airline. The reasons were numerous but primarily focused on TWA’s aging fleet and its inability to compete in a deregulated environment. As the wolves began to gather, to divide up the spoils of a failed airline, it was Frank Lorenzo and Carl Icahn that led the pack.

Lorenzo was fist in line and TWA executives leaned toward him because they considered him and airline man and not a corporate raider. However, TWA’s unions dug in their heels and said no. Anyone but Lorenzo was their cry and the unions began to pursue Carl Icahn. The unions offered Icahn numerous contract concessions and in turn Icahn promised to keep TWA intact.

It was not long before the workers of TWA realized that they had made a big mistake and the first to show their anger were the flight attendants who struck in 1986. Icahn immediately hired low-wage replacements and he was delighted with the new cost savings and profits. As far as Icahn was concerned, all flights, regardless of the airline, were pretty much the same. However, a poorly-trained, bad-mannered flight attendant or a surly customer service agent can bleed an airline of passengers. Still, Icahn was not concerned with such trivial matters.

As Icahn declared war on the workers, and the workers struck back by alienating the travelling public, there were a sting of terrorist incidents that caused passengers to shun TWA. These events in turn created cash problems, forcing Icahn to sell off slots and gates at Chicago, as well as TWA’s routes to London. The next step in the Icahn debacle was a prepackaged bankruptcy plan. This would have brought TWA to its end had it not been for the Pilots and Machinist Unions stepping in to stop the process.

As part of the deal to salvage the airline, Icahn had to go. He cashed out in 1992 leaving the airline in the hands of its creditors and employees. The story has a bittersweet ending because without Icahn, the airline began to move forward and achieve some success in the marketplace. As we all know, TWA flight 800 destroyed all hope and the airline was doomed. A great airline went down fighting and although they are gone they are not forgotten.

Next week we will wrap up our series on TWA and the following week will begin an eight part series on Eastern Airlines. Until then take care and fly safe.

Robert Novell

April 15, 2011

Transcontinental and Western A ir, Inc.

Part Eight

The Ads Tell a Story

This week we continue our series on TWA but this week we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

Next week, actually it will be May 06, we begin a new series on Eastern Airlines as one of the “Big Four”. I hope you will enjoy this look back in time and as always take a few minutes each day to reflect back on your roots as an aviator and help me identify what we as “Gatekeepers of the Third Dimension” need to do to protect our profession.

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

April 22, 2011

Eastern Airlines

Part One

Eastern Airlines before the Deregulation Act of 1938

Eastern Air Lines originally began as Pitcairn Aviation, and was owned by Harold F. Pitcairn, in the 1920s and was just a small mail carrier under the control of the U.S. Post office. In 1927, the airline won a government contract to fly a Pitcairn, PA-5 Mailwing single-engine aircraft between New York and Atlanta and connecting to Florida.

Time for a history lesson----

The Pitcairn PA-5 pictured above is on display in the Smithsonian National Air and Space Museum and has a very interesting history. The Pitcairn PA-5 Mailwing was

74 designed to carry air mail along the routes of the eastern United States. Efficient and economical, it helped build the route structure for what would ultimately become Eastern Air Lines.

The Mailwing NC-2895, built in 1927, was the prototype for a series of Pitcairn mail planes. It combined a square-steel-tube fuselage with wooden wings, both covered by fabric. After it became obsolete as a mail plane, this airplane served several private owners, survived a crash, and saw use as a crop-duster.

It was repurchased by employees of Eastern Air Lines, restored, and presented to company president Capt. Edward V. Rickenbacker, who later donated it to the Museum. The plane was restored in 1975 by veteran Eastern pilot Capt. Joseph Toth.

Now back to our story----

By 1929, the carrier had changed hands and was purchased by Eastern Air Transport. It wasn’t until 1930 that the airline added passenger service to its route and was soon flying across sixteen eastern seaboard cities including Savannah and Augusta in Georgia.

This airline traversed all around Philadelphia, and during the 1930s, it was the primary carrier on the New York-Florida route that went through Atlanta. Unlike other carriers of the decade, Eastern Air Lines was the first national airline to turn a profit on passenger operations.

Even though the Air Mail Act of 1934 had broken up all of the major aviation holding companies in the United States, the airline had established itself as one of the “Big Four”--- which included United Airlines, American Airlines and TWA --- primarily because its main route system was still a product of the airmail network that had been subsidized by the federal government. Eastern Air Lines maintained its status for almost half a century.

When the government awarded the airline new contracts in 1934, it changed its name from Eastern Air Transport to Eastern Air Lines and was owned by General

Motors. It wasn’t until 1938 that the airline would be positioned for a period of rapid growth. At this time, the airline was purchased by World War I flying ace Eddie Rickenbacker. Rickenbacker purchased the airline with a check for $3.5 million from Alfred P. Sloan, and was heavily focused on innovation and growth.

Next week we continue the series on Eastern Airlines and I will let the ads of the time tell the story. Until then take care and fly safe.

Robert Novell

May 6, 2011

Eastern Airlines

Part Two

This week we continue our series on American Airlines this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy…………………

Next week we continue our series on Eastern Airlines as one of the “Big Four”. I hope you will enjoy this look back in time and as always take a few minutes each day to reflect back on your roots as an aviator and help me identify what we as “Gatekeepers of the Third Dimension” need to do to protect our profession.

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

May 13, 2011

Part Three Eastern Airlines during World War II

During World War II, demand for military aviation equipment was on the rise because most of it was not produced in the United States. Still, with the help of Eddie Rickenbacker, Eastern Air Lines was able to deliver aircraft and personnel for the war effort in the United States. Rickenbacker wholly supported the war effort as a civilian and he personally pledged Eastern Airlines equipment and personnel to be used for the war effort.

The airline coordinated the purchase of additional international routes, and even acquired some of the competition. This trend continued throughout the 1940s and even more routes were opened during and after the war.

In 1942, Rickenbacker had received a letter of authorization from Henry L. Stimson, U.S. Secretary of War to visit England on an official war mission and he proceeded to make recommendations for better war operations. During the war effort, Rickenbacker had added the Douglas DC-4, Douglas DC-6 and the Douglas DC-7, one of the most advanced four-engine planes of its day, to the fleet.

World War II did stimulate growth of the airline industry in several ways. It was during this time that most of the airlines had stopped serving primarily as postal mail carriers and had shifted their focus to developing more routes and expanding operations. Many of the major airlines in Allied countries were also now free of lease contracts to the military, which meant that they could focus their efforts on

85 building civilian air craft. Demand for pressurized planes was on the rise, and competition between the “Big Four” and other major airlines picked up the pace.

A very interesting ad above, from 1945, best says what everyone in our country was thinking. Welcome home to all who served and thank you for your service; however, it is time to get back to the business of business.

These changes during World War II eventually led to a period that is known as the Jet Age and we will discuss how Eastern adapted to the new technology in the upcoming articles.

Next week we continue the series on Eastern Airlines and I will let the ads of the time tell the story. Until then take care and fly safe.

Robert Novell

May 20, 2011

Eastern Airlines

Part Four

This week we continue our series on American Airlines this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

May 27, 2011

Part Five

Eastern Airlines during the Jet Age

The Jet Age is defined as the time right after World War II when the major airline shifted away from using traditional planes to investing in the newest technology of the day. Jet powered aircraft, or “Jets” as the industry called them. These powerful, turbine-engine planes were capable of handling longer routes and for carrying more passengers than the older planes. These planes could make transcontinental and intercontinental flights more easily and efficiently, and as demand for air travel increased right after World War II, Eastern set itself apart from the competition by introducing a new serviced known as the “Air Shuttle”.

The Air Shuttle concept was designed to offer shorter flights on the hour much like a bus shuttle. All passengers flying on the Eastern Shuttle were guaranteed a seat without having to make a reservation in advance and passengers could simply board the plane when it arrived at the terminal, even before having to pay for their ticket---interesting concept especially for the 1960s.

The Air Shuttle concept was officially introduced in 1961 and was extremely successful after its launch. Eastern launched this special shuttle service with propeller planes including Lockheed Constellations and Electras. By 1967, the airline had introduced a whole lineup of jets and by 1978 shuttle service was comprised entirely of jets.

Later, the fleet included the Airbus A300, Lockheed L-1011 and the Boeing 727. Eastern Air Shuttle also sold some of its landing rights to Trump Airlines so that

95 they could run the Trump Shuttle. When US Airways bought Trump Airlines, it renamed it the US Airways Shuttle.

Eastern Airlines became famous for its “Wings of Man” advertising campaign, created by advertising agency Young & Rubicam. The campaign was later replaced by the “We Have to Earn Our Wings Every Day”, by the order of the new president Frank Borman.

Eastern Airlines continued to grow and opened up international routes to new areas, including Nassau, Bahamas and Santo Domingo. Expansion to Puerto Rico also takes place during this time.

Next week we continue the series on Eastern Airlines and I will let the ads of the time tell the story. Until then take care and fly safe.

Robert Novell

June 3, 2011

Part Six Eastern Airlines

This week we continue our series on American Airlines this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

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The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

June 10, 2011

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Part Seven

1978 Airline Deregulation and the Future of Eastern Airlines

Shortly after the jet age, Eastern Airlines faced the effects of airline deregulation. The1978 Airline Deregulation Act shifted control of air travel away from the government and into the consumer market. This time period was significant for all airlines, and with the help of the Civil Aeronautics Board (CAB), allowed passengers to enjoy the benefits of competitive rates because of the market forces present in the airline industry. The FAA still had power over airline safety, but now airlines were free to “play” in the open market and could set their fees to compete with other airlines – instead of following those set forth by the Civil Aeronautics Board.

This forced Eastern Airlines into a competitive low-fare environment and the airline would soon struggle with financial issues. Even though the airline was headquartered in New York City, its large hub in Atlanta soon became the target of direct competition from Delta Air Lines.

In June 1975, Eastern Airlines Flight 66 crashed near John F. Kennedy International Airport in New York City, killing 115 people. That afternoon, the area had experienced severe thunderstorms and the downbursts of wind had made air travel particularly dangerous. Even though two other flights had reported problems trying to land at JFK that day, the air traffic controllers had ignored the warnings and decided to keep the runway open. Eastern Airlines Flight 66 was approximately a mile away from the runway when it was pushed downward by

104 high wind speeds. It was flying in from New Orleans. Seven passengers and two flight attendants survived the crash, but all of them had serious injuries.

Time for a history lesson-----

The Eastern Airlines flight, described above, was flown from New Orleans to NYC and crashed because of what was probably a microburst. This accident occurred in 1975 and in 1982 Pan AM flight 759 crashed departing New Orleans. The two accidents occurred for the same reasons---microburst. The National Transportation Safety Board determined that the probable cause of Pan Am’s accident was the aircraft's encounter with a microburst-induced wind shear during the liftoff, which imposed a downdraft and a decreasing headwind, the effects of which the pilot would have had difficulty recognizing and reacting to in time for the aircraft's descent to be stopped before its impact with trees. Contributing to the accident was the limited capability of then-current wind shear detection technology; this, along with the similar crash of Delta Air Lines Flight 191 three years later led to the development of the airborne wind shear detection and alert system and the mandate by the U.S. Federal Aviation Administration have on-board windshear detection systems installed by 1993.

Now you know the rest of the story on windshear detection systems so, back to our story………………

By the 1980s, Eastern Airlines became the official airline of Walt Disney World and had adopted the slogan, “If You Had Wings” for all passengers enjoying a trip to Disney’s Magic Kingdom. During the 1980s, the airline was also being run by Frank Borman, the new president and a former astronaut. By this time, the airline had inaugurated a hub at San Juan (at Isla Verde International Airport) and in 1982, had acquired the Braniff International’s South American route network.

Eastern lost a lot of money when it started competing with the low-cost airlines, especially People Express which was able to cut its fares drastically by offering “no-frills” service. Ultimately, the airline was unable to keep up. In February 1987,

105 the FAA imposed a $9.5 million fine against Eastern Airlines for various types of safety violations.

In an effort to recover and generate more revenue, the airline offered “Moonlight Specials” where passenger seats would become available for overnight passengers between midnight and 7 a.m. with stops at 18 cities. This was a “bare bones” type of service and designed to attract budget-conscious travelers.

Still, the airline continued to struggle financially and ended up laying off approximately 4,000 employees by 1988. It dealt with some hard blows including layoffs, the effects of canceled flights from strikes, and an inability to compete effectively after deregulation. The airline filed for bankruptcy protection in March 1989. In January 1991, the airline had made the official decision to shut down operations and an asset liquidation sale took place later that year.

Next week we continue the series on Eastern Airlines and I will let the ads of the time tell the story. Until then take care and fly safe.

Robert Novell

June 17, 2011

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Part Eight Eastern Airlines

This week we continue our series on Eastern Airlines this week but we are going to let the ads (advertisements) of the time tell the story. Enjoy………………….

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This concludes our series on Eastern Airlines as one of the “Big Four”. I hope you enjoyed this look back in time. Next month begins a new series so stay tuned and as always take a few minutes each day to reflect back on your roots as an aviator and help me identify what we as “Gatekeepers of the Third Dimension” need to do to protect our profession.

The preceding ads are presented for educational purposes and cannot be reproduced or used for any other purpose.

Robert Novell

June 24, 2011

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Thanks for letting 3DB be a part of your year

I hope everyone had a productive year and 2012 will be the same. There are many more articles available from 2011 which I did not include so please visit the web site – www.robertnovell.com – and review the remaining contents archived under 2011 or use the search engine to search for a specific article.

Thanks again for letting me be part of your year, take care, be safe/fly safe, and protect your profession.

Robert Novell

2011

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